A copartnership composed op ib



March '11, 1924. 1,486,501

' G. W. TICE ROTARY INTERNAL COMBUSTION ENGINE Filed Jan. 9 1920 8 Sheets-Sheet 1 -March 11, 1924. 1,486,501

G. w. TICE ROTARY INTERNAL COMBUSTION ENGINE Filed Jan. 9, 1920 8 Sheets-Sheet 2 3mm 6307a MZE'ce.

9 1920 8 Sheets-Sheet 5 wucmm G. W. TICE ROTARY INTERNAL COMBUSTION ENGINE Filed Jan March 11 1924 March 11, 1924. 1,486,501

s. w. TICE ROTARY INTERNAL COMBUSTION ENGINE 29 MW 620x45 77 wzi a, "$3

March 11, 1924. 1,486,501

G. w. TICE ROTARY INTERNAL COMBUSTION ENGINE Filed Jan. 9 1920 8 Sheets-Sheet 5 March 11, 1924.

G. W. TICE ROTARY INTERNAL COMBUSTION ENGINE Filed Jan. 9, 1920 8 Sheets-$heet 6 Z/QLLE'QFEL March 11, 1924. 1,486,501

G. W TICE ROTARY INTERNAL COMBUSTION ENGINE Filed Jan. 9

1920 8 SheetsSheet March 11, 1924;

G. W. TICE ROTARY INTERNAL COMBUSTION ENGINE Filed Jan. 9 1920 8 Sheets-Sheet 8 Patented Mar. 11, 1924.

UNITED STAT GEORGE W. TICE, OF FLINT, MICHIGAN DIANAPOLIS, INDIANA, A COPAR'IN WILITA L. DOEPKER, ANGIE F. TICE, A

To all whom it may Be it known that citizen of the United States. Flint, county of Gen ASSI ERSHIB COMPOSED ND GEORGE W. TIGE- ROTARY INTERNAL-.COMBUSTION ENGINE.

Application filed January 9, 1920. Serial No. 350.com

have in ented a certain new provement in Rotary En ines, and declare t ful clear, and exact descrip concern: I, Gsonor. \V. Tics. a

residing at csee, State of l'i'lichigun,

and use ful lin- Internnl-(lomlmstion he following to he a t1on of the some,

such as will enable others skilled inthe art to which it pertains to make and use the same, mg drawings, specification.

reference being he which form a. part 0 d to the accompanythis This invention relates to rotary internal the object being to pro combustion engines,

vide a construction consis a. stator and means which the rotor is provid fuel charge is int pressed ting of a rotor and including pockets with ed in which'a comroducerl, the exlosion of which causes rotation of the rotor. the invention seeks to provide in mechanism of the character stated receiving a fuel charge ore particularly,

a rotor pocket for the cubical content movement of the rotor. ther has for its object mechanism for providing under pressure of the fuel at which the engine may operate.

ob'ect of the invention is to provide ther of which increases under The invention fura simple and efiicient a fuel charge and an lllltOlll'dllC control charge determining the speed A furin combination with a motor of the character stated, of manual control devices for start ing and stopping 'no and sequent to each ther fresh air silly resides in the means and method of supplying the fuel charge and, further. in the character of fuel.

charge itself, the mec laden charge. invention is .involverl m the viding a moisture feature of the hanism employed pro- Another introduction of this moisture laden fuel charge onto a heated member or wall of the fuel pocket in the rotor. of the invention are i for trolling the 'fuel chn scavenging air chn rgc plosion and in the men means employer] scavenging charge.

and other minor objects of are hereinafter mo Three re fully Further features nvolvvrl in the specific nuloumtirully roe nntl producing a subsequent to the oxns tor providing the severul objects the invention described and WltlI a portion of air and scavenging char e.

an view of the mechanism claimed and the preferred ES PATENT OFFICE.

GNOR T0 TICE AND COMZPAN'Y, OF IN- F IRMA A. SCHBOEDEB,

form' of construction embodying my invention is shown in the accompanying drawings in which Flg. 1 is a plan view of a rotary engine of. the internal combustion type embodying the several features of my Fig. 2 is a 5i smaller scale.

Fig. 3 is a plan view in and oil control valves.

invention.

de elevation thereof on a section of the air Fig. 4 is a vertical cross section through the motor showing the rotor and stator taken on line 4-4 of Fig.

Fig. 5 is an elevation showing a portion of the motor and the inlet conduits for the fuel and air charges. Fig. 6 is :1 detail partly mg the air pump for Fig. 7 is a p for automatically a r charges.

control] Fig. 8 1.:1 section when on line E 7; Fig. 9 is'a section t Fi 8.

Fig. 10 is a horizontal section of the enthcreof showing the gine and mounting water and air chambers.

Fig. 11 is a section. taken on of Fig. 4-.

in section showproviding the fuel for providing the ing the fuel and alien on line .)---9 of line ll-ll Fig. l2 l5 :1 detail. of the cum which controls the flow of the fuel Fig. 13 is an enlarged motor and the mechanism fuel and air thereto.

:1 nd a i r charges.

view showing the for discharge of Fig. i l a detail in perspective of the water cooling and Fig. 15 is a detail in sec employed in the said discharging the heated. motor.

Figs. Fig. 13 showing, different air moistening, device.

tlon of the menus 21.11 cooling device for water from the 16 and 1.7 are views similar to positions of the fuel charge controlling devices.

Figs. 18 and .19 ere views similar to Fig.

9 illustrating the operation of the air and fuel charge controlling mechanism.

Fig. 20 is a sectional view of the air charge control valve for the scavenging upcration.

Fig. 21 is a. detail of the This invention consists o rotor. f several elements in cooperative relationship-namely, a motor. air and fuel charge forming device, the control apparatus for the air and fuel charges. and the manual means for starting and -stoppinr the motor. In order that the apparatus may be understood, the above enumerated units will be described successively. The construction of the motor will be readily understood from the sectional view Fig. 4 which shows the stator 1 and rotor 2 which is keyed to the shaft 3. The rotor is mounted centrally within the stator to rotate therein. the stator being provided with exhaust channels or conduits 4 and :3 on diametrically opposite sides thereof and intake conduits 6 and 7 at diametrically op posite sides as shown. The rotor is provided with two pockets therein as will be understood from Figs. l and 21, these pockcts being formed in the face of the rotor between the side walls and the rotor provided with packing members 9 extending transw ersely of the rotor at each end of each pocket and the rotor is further provided with the peripheral rings 10 extending circuniferentiallv thereahout on each side of the pockets as .nll0\\'ll more clearly in Fig. :1. The rotor pockets 132 have a curved wall at. the bottom eccentric to the axis of the rotor being of full depth at tin. forward end and dccrcasing in depth in a direction the re\er-c of that of the direction of rotation of the rotor. Iluch inlet conduit ti and T terminates in what 1 have called a pocket 13 and in each pocket is pivotallv mounted a plate H being pivotally supported at the rear end in each pocket as shown in Fig. 4 and provided with a packing member if: on each side of the plate as will he understood more clearly from Fig. 11 so that the plate tight lv engages the side walls of each pocket when it is positioned therein as shown in Fig. 4. These plates or valve members are adapted to lie wholly within the )ockets l3 therefor and are moved thereinto v the rotor due to the periphery of the rotor at the point of full diameter folding the same backward intothe pocket. As will be hereinafter described the fuel charge is delivered under pressure into these pockets and therefore, when the valve members or plates are occupying the cket provided therefor, the nduits 6 an to the rotor. On the turning of the rotor, however, and the assin of the forward ehd of the pocket you the free edge of the vahe member 14 the fuel conduit is opened to its supply and fuel under pressure in the conduit opens the valve 14 which mo es into the pocket and the free edge of contacts the bottom of the pocket.

Whifig By ason of the valve beingpacked relative to the side walls of the pocket when the valve moves inward t-heremto in contact with the bottom of the pocket, the pocket 7 are practically closed I forward of the valve member becomes filled with the fuel charge. The pocket thus filled is not the entire pocket. of the rotor and upon an explosion of fuel charge betwee n the forward wall of the pocket and the valve member the rotor is moved forward principally due to the fact. that such movement increases the cubical content of the pocket between the valve and forward end of the pocket. Thus. the expansion of the exploded fuel charge causes rotation of the rotor. The mechanism for igniting the charge and of ad mission of the scavenging air charge is hereinafter described. It will be noted. however, it an additional conduit e provided adjacent the fuel conduit shown in Fig. 4 and opening, through the same valve pocket in each case, that as the fuel is ignited and the rotor turned substantially to position shown in Fig. 4 relative to the stator, a scavenging air charge nin be introdured into the pocket under pressure which will blow through the pocket to the exhaustport 4 and 5, the fuel chat-ga controlling mechanism admitting the air charge as the forward end of the pocket opens to the exhaust port in each instance. Thus, as the fuel charge first introduced when the forward edge of the pocket is a short distance forward of the valve and expansion of the ignited gas moves the r tor from such position to the position shown in Fig. 4, the burned glues are thereupon exhausted, not alone by the tendency of the burned gases to still e.\ and but also by reason of the compressed air charge introduced at the rear end of the pocket. After the pocket 12 for instance has reached this position of scavenging it moves forward and opens the intake port 8 and the compressed fuel charge is again introduced, ignited and discharged as before. Each pocket is thus filled with a charge and ignited twice during each revolution in the construction here shown. but it is tobe understood that the rotor and stator may be so constructed that the rotor pocket or pockets may be filled and discharged :1 more or less number of times for each revolution if desired simply by the provision of additional intake and exhaust ports and. valve members.

The charge forming device is shown more particularl in Figs. 1. 6 and. 10. This de vice consists of two pairs of air compressors 2U, 21. 22 and 23. the )airs 20 and 21 being on one side-of the siaft 3 and the other pair being on the opposite side. These compressors'are each of the character shown in Fig. 6 being operated by an eroentric. 24 on the shaft 3 about which is an eccentric ring 25 provided with an extension forming a piston rod 26 connected with a piston 27 reciprocating in the cylinder 2 of each. com'ressor. Each compressor is provided w th an intake valve tube or conduit connects the chamber or.

conduit 31 of cach air compressor with the air chamber 34. The eccentrics for-the two quire of pumps are oppositel set as shown. hat is-the eccentric for t e o linder 20 of one pair is set opposite to t at of the cylinder 21 of the same pair so that as one compressor on one side is on the intake stroke the companion compressor on that same side is on the compression stroke and this arrangement equalizes the torque on the shaft 3. These compressors and air chambers form what I have termed the air unit heretofore mentioned and the compressed all provided by these compressors is utilized in e formation of the fuel charge and for the scavenging air charge herein described. The motor is supplied with water from the chamber 33 by means of a pipe or conduit 36 leading into the outer case 8 of the motor through a port 37 shown in Fig. 4 and is discharged through a port 38 at the top thereof and into a conduit 39, as shown in Fig. 2, leading to a cooling and charge forming dcvim hereinafter described.

The control of flow of fuel and air charges to the motor is secured by a valve mechanism and control apparatus therefor shown in Figs. 1, 3, 13, 15, 17, 18, 19, and 20. The control valve for the-oil and air charge is shown in Fig. 3 andthe control valve for the scavenging nir is shown in Fig. 20. These valves are secured to the motor casing, there being a valve of each type for each pocket of the rotor and positioned on the stator as indicated in Figs. 4 and '11. The fuel charge forming device consists of a valve mechanism 40 into which leads the fuel line 41 and further consists of an an valve mechanism 42. The air valve yndohanism comprises a chamber 43 open to the air line 44 on one side. A valve seat 45 is formed at the bottom of the chamher, 4 and the valve 46 is held normally closed by a spring 47. Air is discharged from this chamber 43 into a chamber 48 into which a conduit 49 from the fuel valve also leads, There is an outlet conduit 50 for this chamber 48 which is screwed into the intake conduit 7 or 8 provided therefor on the stator as shown in Figs. 4 and 11. A check valve 52 is provided in this conduit 50 which is closed by an ounce of pressure on the motor side thereof. The fuel valve mechanism 40. is rovided with a spring closed valve 53 which closes an opcnin into a chamber 54 leading into the condu1t49 and in this conduit is a spring closed check valve 55 that is opened by pressurevon the .fuel in the chamber 54 and fuel under pressure is fed into this chamber 54 and conduit 49 and air under pressure is discharged intothe chamber 48, the areas of the valve openings and the pressures at which the air and oil are delivered producing the necessary proportions for an explosive mixture for the fuel pockets of the rotor.

The air charge provided for the fuel and air valves is preferably a. moist air and to provide a moisture laden air I provide a coolin tank 60, shown in Fi 14, adapted to hol a supply of water. is tank is of the character of a radiator in that the heat is extracted from the water when passing into and through this tank. The conduit 39 from the motor leads into the top of this tank terminating therein in a tube 61 extending laterally across the tank at the upper end and this tube is provided with a slot 62 in the lower edge thereof through which the water is dischargcd into the tank practically in a thin sheet or film of water. Adjacent this upper end I provide an opening preferably covered with a .wire cloth 63 through which air may be drawn directly through this sheet of water discharged through the slot 62 of the discharge pipe. In the construction here shown the tank is substantially U shaped in form and within the U is located the oil tank 64. The discharge pipe 61. is in the upper end of one leg of this U tank. Air for the compressors is drawn from the top of the other leg of the U tank by means of the pipe 65 connected with a chamber 66 in communication with the inlet conduits of both pairs of compressors. Thus, the compressors draw the air from the top ofone leg of this U and the air is introduced in the top of the other which must therefore pass through this sheet of water and across the water lying in the bottom of the tank and across balll" plates 67 which, as indicated by dotted lines in F lg. 2, are provided in the tank so that air ascendingthis leg of the U tank passes across these bodies and excess of moisture is elimi nated rior to passing to the compressors. The air utilized with the motor is thus moisture laden and as the fuel on discharge into the motor is discharged directly against the valve plate 15, which is heated in operation of the engine. the production of a super-heated steam is caused and also a very highly vaporized fuel charge. As heretofore stated, the compressed air is stored in the chamber 34 in the framework on which the motor is mounted and the fuel valve is supplied with air by a pipe 44 directly contop of the fuel tank and thus the fuel and air tuated by a timing are discharged through the fuel valve at the same pressure.

The air scavenging valve is shown in Fig. 20 which is similar in all res )ects to the air valve of the fuel charge orrnin device shown in Fig. 3. bein provided wit a valve member 68 controlling the flow of air through the conduit 69 leading to the rotor pockets. A check valve 71 is provided in this conduit 69 and the valve is supplied with air by means of a pipe directly connected with the air chamber of the motor frame. Thus. on opening the fuel charge valves 45 and 53 shown in Fig. 3. the fuel charge is delivered into the rotor pockets and thereafter, as the rotor pocket approximately reaches the exhaust port, the air valve 68 is opened and air under pressure is discharged into the pocket forcing the burned gases out through the exhaust port. There is not a ver v gr at quantity of air discharged by the scavenging device. bein only sutiicient to more the burned gases at the time of the oil discharge. the pocket remaining practically filled with air at atmospheric )ressure due to the fact that. subsequent to t e discharge of the air and the closing of the valve 68 the open rotor pocket passes entirely across the op -n discharge port so that an excess of pressure in the rotor pocket is re ieved.

As will be understood from Fig. 1 there are two sets of fuel and air charge valve mechanisms positioned on opposite sides of the rotor and su ported thereon as heretofore described. hose ports for air and fuzl opening into the rotor are positioned in alignment parallel with the axis of rotation of the rotor as will be understood from 1 and 11 and thespark plug 73 is provi ed opening into the valve pocket of the statoras shown in Fig. 11. v a

The air and fuel valve mechanisins are acmechanism shown more particularly in Figs. 7, 8, 9, l2. 13. its 17, 18, and 19. As shown in Figs. 5' and 2.9 the air valve 68 is provided with an o ierating stem 75 and the air valve 45 of the charge forming device is provided with an operating stem 76 and the fuel valve 53 is provided with an operating stem 77. These valve stems are ivotally connected respectively to the rods 8, 79, and 80 as shown in Fig. 13 which are slotted at the end as shown. Furthermore, these rods are threaded into sockets 81, and 83 respectively permitting adjustment of their len th to vary the. opening or time of opening 0 the valves to the stems of which these last named members are pivoted.

Mounted on the framework is a bracket 85 on one side and a similar bracket 85 on time posite side as shown in Fig. 1. A shaft 7 extends transversely of the framework supported in these brackets and in the lair of central brackets 88 and 89 between w ich is. an operating arm 90 hereafter described. ()n opposite ends of the shaft 87 is keyed a slotted rock lever 91 extending each way from the. center of the shaft and the upper end is slotted as indicated at 92 in which is a )in 93 adjustable in the slot and this pin roccts through the slot in the arm 78. 1e opposite end of the rock lever is slotted and provided with the ins 94 and 95 adjustable in position in the s ot, the pin 94 extending through the slot. of the arm 79 and. the pin 95 extending through the slot of the arm 80. The valves are operated by an oscillation of this rock lever 91. In the position of this arm shown in Fig. 13 the valves are closed, the arm or lever 91 occupyin what I have termed its neutral position. %f now the lever 91 be turned to the left as shown in Fig. 16. the scavenging valve 68 will be opened while the valves of the fuel charge formin device will remain closed as the pins 94 an 95 may ride down the slots therein. Upon the lever 91 being rocked in an o posite direction as is shown in Fig. 17 the Fuel charge forming valves 45 and 53 will be opened and the air charge valve 68 will be closed due to the action of its spring which is permitted to act due to the fact that the pin 93 travels down the slot of the arm connected with this air valve 68. Thus; by the rocking of this l0\'(?l',lll in timed relation with the movement of the rotor pockets. a fuel char is intro duced when the parts assume t e position shown in Fig. 17 and immediately thereafter these fuel char valves are closed and the air valve opene on the lever assuming the position shown in Fig. 16 which scavenges the pockets. This shaft 87 (on which the rock levers 91 are positioned at each end as heretofore stated) is rocked by means of the lever 99 which is attached to the shaft 87 at one end and pivotally connected with an actuating nit-in )0! 915 at the other.

The actuating device 96 for rocking the shaft 37 is shown clearly in Figs. 9 13, l6, 17. 18 and 19. This member 96 is pivotall. connected to an arm 90 secured to thesha 8'? between the bearings 88 and 89. This arm is of two parts as shown in Fi 1 extending on each side of the .mem Jet 96. The top of the member 96 is'also pivotally connected to a link 97 which in turn is pivotally connected to a rod extending between the to) of thehearin brackets 88 and 89 as will spring 98 is attached to the upper end; of tie member9ti and to the shaft 87. This under tension and due to its angutends to draw the member 96 spring is lar position be understood. rom Fig. l. .A. coiled downward into contact with the cam members hereafter described. The member 96 is bifurcated at the lower end having two arms 99 and 100. These arms ride on two cam plates respectively 101 and 102 which are mounted on the shaft 3 but are loose thereon to enable the same to be turned for a purpose hereinafter described. The cam members, however, as is hereinafter shown, rotate with the shaft and turn together. These cam members are similarly shaped in the case shown having two notches 103 and 1.01 corrcspondingin number to the number of rotor ockets out below the circumference of t is cam members. These notches are on diametrically opposite sides as shown particularly in Fig. 9 and the direction of rotation of the said cams is shown by an arrow in the said Fig. 9. These two cam members or lates 1 and 2 are spaced apart longitudinaly of the shaft as shown in Fig. 8 and between the cam members is what I have termed the fuel or gas cams 105 and 106 positioned 180 degrees apart and degrees from the notches in the cam members 101 and 102. These cam members 105 and 106 are formed on a semicircular arm 107 in each case, each being provided with a pin 108 extending on each side of the arm into apertures provided in each member 101 and 102 as will be understood from Fig. 8.. These pins connect the two cams to ether with the notches 103 and 10 1 of eaci cam in alignment longitudinally of the shaft. These cams 101 and 102 are engaged by the two arms 99 and of the member 06 and due to the tendency of the spring to draw the member 96 downward, the member 96 drops into the notches or out out portions 103 and 10-1 causing the bar 91 to assume the position shown in Fi 16 opening-the air scavenging valve. ride in the member 96 between the pertions 99 and 100 and twice during each revolution these IHQ-lHl'lGIi-R 105 and 106 raise the member 00 to position shown in Fig. 17 permitting the air scavenging valve to close and opening the "Fuel charge valve mechanism. After the member 96 drops into the notches 103 or 104 of the cam members, continued rotation of the cams 101 and 102 causes the member to gradually rise from the bottom of the notches to the periphery of the cam members and to con tinue to rise due to its being engaged by the cam 105 01- 106 pivotally connected h e-- tween the cam members 101 and 102 which I will hereafter term the air cams. Upon the cam 105 or 106 passing beneath the member 96, said member drops to neutral position with the parts 99 and 100 engaging the riphery of the air cams, and when the note es of are brought beneath the air cams the members 99 and 100, the member 96 drops below its neutral position to open the T e cam members- -ke ed to air scavenging valve. These gas cams vary the amount of explosive mixture delivered to the rotor pockets and are variable in sosition radia 1y from the shaft center uner an increase in speed of o eration of the motor due to the actuati n y centrifual force of a air of weighted levers 109 and 110 pivota 1y su ported on lugs provided on the cam mem er 101. These lovers are connected b a. 5 ring 200 and have the forward ends pivota ort end 112 of each lever 107 on which the cam members 105 and 106 are connected. on; if under centrifugal action, the weights 0 these levers tend to move outward from the shaft 3, as will be understood from Fig. 9, the cams 105 and 106 will tend to drawinward toward the shaft 3 decreasing the extent to which the cam members extend beyond the neutral circle and decreasing the fuel char e. Upon a tendency of these weighted evers to move toward the center, the cam members are moved outward from the shaft increasing the amount of fuel delivcred to the engine and tending to increase the speed thereof. This construction of the gas cams and weighted levers provides an automatic governor for the engine.

The several cam members, 101, 102, 105 and 106 are all united' together and revolve as a unit with the shaft and any alteration in position of the said members rotatively of theshaft varies the positions of the cams as a unit relative to the time of the rotor pocket in passing the fuel and air ports. That is-by varying the position of the cam members rotatively of the shaft 3 the fuel charge may be introduced early or late to the fuel pockets of the rotor andsimilarly the scavenging air charge will be introduced early or late. Thus, the engine may be throttled by the turnin of these cam members on the shalts 3 where y the engine may be made to idle when not running under load using but a small fuel charge by reason of its being delivered late to the rotor pocket, or the engine may be made to run under a) full load by advancing the time of introduction of the fuel charge.

This rotative movement of the cam group is accomplished by means 0 a. sleeve 115 the shaft 3 and move le longitudina 1y on a bushin 116 which is also ke ed to the shaft as willie understood from g. 8. On this sleeve 116, as shown in Fig. 7, is pivotally mounted a pawl 117 the opposite end of which is ball shaped and riding 1n a notch rovided in the cam member 101. This sleeve 115 is rovided with a, flange at one end on which 15 mounted a ring 118 rovided with. pins 119 extending outward y therefrom engaging the yoke of an operatin lever 120. This lever is pivoted as indica in Fig. 7 and by moving the same to the 1y connected by means of a link 111 in each case to a sh -theii'yeactrem'e. The engine is started by right or to the left, as occasion may require, the cam members are turned on the shaft to either retard or advance the speed of operation of the engine due to decreasing or increasing the amount of fuel char e delivered to the fuel pockets as above esrri bed.

If when the engine is running it is de sired to stop the operation thereof the ignition circuit may be disconnected in the usual manner preventing ignition of the charges in the rotor pockets. In such case. however, the engine may stop in such position that the scavenged air valve or the fuel charge valve may be open. To prevent such condition arising l have provided a circular disc 121 sup orted on the hub of the cam member 102. T e hub of this disc is provided with a ring 122 engaging a flange thereon and this ring is provided with pins 123. engagin the yoke of a lever l24. This lever, as will be understood fromuFig. 7, may be moved to the right or to the left. and it is furthcr to be noted that the arm 100 of the member 96 is greater in width than the width of the face ofthe cam 102 and extends thercbeyond as will be understood from Fig. 8. The disc 121 is of a diameter equal to that of the neutral circle of the cams 101 and 102 but is substantially circular in form. Thus, it may be seen that by moving this member 121 to the left of the osition shown in Fig. 8 it is moved beneat the am 100 of the valve actuating member 96 and this prevents the member 96 from dropping into the notches 103 and 104 of the cam members 101 and 102 preventing the scavenging air being dis,-

charged through the air valve and pockets of the rotor and, owing to cessation in speed of rotation of the shaft, the weights of the levers 109 and 110 are drawn toward thc cenfer by action of the spring 200 shown by dotted lines in Fig; 8. While this action of the s ring tends to throw the fuel cams out we from the center and raise the actuator 96 from its neutral position, pomibilit-y of the engine ceasing to rotate at a point at which. the member 96 is so raised, is remote, but in the event that t eengine should stop with the actuator 96 in raised position and opcningthc fuel charge valve, the shaft should be turned so as to permit the actuator to occupy its neutral position in order to prevent an escape of air or fuel into the rotor case when i the ehginc is not in operation.

Theroperation of the engine is simple in first withdrawing the disc 121 from engagement beneath the arm 100 of the actuato-r,96.i Considering that there is storage. of air under ressure in the air chamber, the rotation of the shaft 3 and rotor thereonvjbrings the rotor pocket to position to receive a fuel charge, and it is to be .irfoted that in thus turning the shaft, the cencam levers inward and thus the fuel cams are in extended position causing a full fuel charge to be introduced into the rotor pockets. Ignition of the charge causes rotation of the rotor and. \vlu-u the rotor pocket is opcn to the exhaust port. scavenging air is introduced into Ibo rotor pocket forcing the burned guscs lbcrcfrom as heretofore described. .\.e tbc cnginc begins to operate by its own powcl'. the slccvc llfi may be moved toward the cam group which turns the said group on the shaft to advance the time of movement of the actuator 96 and consequently the time of introduction of the fuel charge and thus accelerates the o aeration of the engine. By movement of thd operating lever 1:24) toward or from the cam group, speed of operation of the engine is increased or retarded.

Having thus fully described my invention, what claim and desire to secure by Letters Patent of the l'nited States is l 1. In an internal combustion engine, a stator and a rotor. the rotor having a series of pockets formed in the face thereof 0 on to the inner face of the stator, a series 0 valve plates equal in number to the number of pockets and being pivotally supported on the stator, said stator having a recess for each valve plate, a fuel intake line and an air line for each valve recess 0 ening directly thercinto behind the valve p ate, a plurality of exhaust ports equal in numberto the number of rotor pockets to which the said pockets open subsequent to ignition of the fuel charge, a valvefor the fuel intake and a valve for the air supply line of each group. an operating mechanism therefor comprising a cam member rotatable in fixed relation with the rotor, 11 member riding on said cam, a rock lever actuatable by movement of the said cam riding member, the air supply valve bein connected at one end of the rocklever, an thehfuel control valve bein g connected with the other end of the rock member.

2. In an internal combustion engine, a stator and a rotor, the rotor having a pocket formed in the face thereof open to the face of the stator, a valve plate pivotally supported in the stator, the stator having a recess to permit the plate to'recede or move thcreinto, an intake port and an exhaust port in spaced relation in the stator, 11 compressed air supply conduit, the said air supply conduit and intake port both openin into the valve' plate recess, a valve contro ling the intak port and a. valve controlling the compressed air supply conduit, a rock arm, the air supply condult valve bein connected with one end thereof and the intake control valve bein end thereof, a rocE shaft for the said arm, a lever connected with the shaft, a cam memconnected with the other trifugal'forceisinsuflicient to draw the fuel ber rotatable in' unison with the'i'otor, an

actuator riding the said cam and-pivotally connected with the last named arm, movement of the actuator causing the shaft to be rocked and the intake valve and air supply valve to be actuated in alternate relation and means for adjusting the connection of th respective valve members with the arm to vary the time of actuation of the valves.

3. In an internal combustion engine, a stator and a rotor, the rotor having a plurality of pockets formed in the face thereof open to the face of. the stator, a valve plate for each pocket pivotally supported on the stator, the stator being recessed to permit each plate to recede thereinto, a fuel sup 1y line and a compressed air supply line or each valve plate recess and opening directly thereinto, a valve in each of the said lines, a shaft for the rotor, a cam member on the said shaft of fixed form having a number of low points thereon correslponding to the number of rotor pockets, an a number of variable cam members corresponding to the number of rotor pockets, the high point of which is variable due to centrifugal action, an act-nator ridin the said cam members, a sprlng holding t e actuator in contact therewith",

a lever pivoted to the actuator, a rock shaft to which the lever is fixed, a series of arms on the shaft equal in number to the number of valve plate recesses, a rod connected with one end of the said arm and with a fuel valve, another rod connected with the opposite end of the said arm on the opposite side of the rock shaft, said rod being connected with the air supply valve, the fuel valve rod and air supply valve rod each being slotted to permit movement of the arm in one direction without actuating the rod, the fixed cam member permitting movement of the actuafor from a neutral point to actuate the rock shaft and open the air line valve and the adjustable cam member forcing th actuator in the opposite direction from a neutral point to open the fuel intake valve.

In testimony whereof I sign this specification.

GEORGE W. TICE. 

